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CN1153694C - Independent control of gearbox side and engine side reduction device when changing transmission ratio - Google Patents

Independent control of gearbox side and engine side reduction device when changing transmission ratio Download PDF

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Publication number
CN1153694C
CN1153694C CNB991243323A CN99124332A CN1153694C CN 1153694 C CN1153694 C CN 1153694C CN B991243323 A CNB991243323 A CN B991243323A CN 99124332 A CN99124332 A CN 99124332A CN 1153694 C CN1153694 C CN 1153694C
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CN
China
Prior art keywords
speed
reduction gearing
speed reduction
engine
transmitting ratio
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Expired - Fee Related
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CNB991243323A
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Chinese (zh)
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CN1253892A (en
Inventor
Ta
T·A·格尼斯
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Eaton Corp
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Eaton Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q5/00—Arrangement or adaptation of acoustic signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/70—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements
    • F16H61/702—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for change-speed gearing in group arrangement, i.e. with separate change-speed gear trains arranged in series, e.g. range or overdrive-type gearing arrangements using electric or electrohydraulic control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B60W2510/101—Transmission neutral state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B60W2710/0661—Speed change rate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0411—Synchronisation before shifting by control of shaft brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/42—Changing the input torque to the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/44—Removing torque from current gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/48—Synchronising of new gear
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/54—Synchronising engine speed to transmission input speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21—Providing engine brake control

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

A system (10) and method for decreasing the time required to complete a ratio change in an electronically enhanced powertrain system include independently controlling at least one engine-side retarding device (32) and at least one transmission-side retarding device (38). The retarding devices (32, 38) are selectively actuated to increase the decay rate of the engine speed and/or transmission input shaft speed during an upshift. Engine-side retarding devices may include an engine brake (32) or operation of various engine accessories (30, 34)to increase engine loading. Transmission-side retarding devices may include input shaft brake (38) or driveline retarder.

Description

Gear-box side when changing transmitting ratio and the independent control of starting the pusher side speed reduction gearing
Technical field
The present invention relates to a kind of system and method, this system and method is used for reducing the driving engine that strengthens at the electronics with self-acting clutch actuator and transmission system to be finished transmitting ratio and changes the needed time.
Background technology
As passing through with reference to United States Patent(USP) Nos. 4,361,060; 4,595,986; 4,648,290; 4,722,248; 5,050,427 are seen, the transmission system that strengthens of electronics has developed finely in the prior art, and the specification sheets of these patents is combined in here as a reference on the whole.The transmission system that resembles these types is used to provide comformability and the moment of torsion of various transmitting ratios to strengthen driving engine to increase, to be used for multiple use.Conventional application comprises 7 grades of MVMA (power actuated vehicle association of producers) and 8 grades of tractor truck semi-trailers, but also can be used for other purposes, as automobile or stationary power generation station transmission system.
Usually utilize the electric control module controls transmission system that comprises microprocessor, transmission system comprises driving engine and many ratio gearboxes.The sustainable development of microprocessor technology makes to the precision raising of driving engine and change speed gear box operation control and has enlarged range of control.Electronic control module collect from the data of various sensors and send be fit to current operating conditions order with control driving engine and change speed gear box.Engine control can comprise the adjustment fuel oil, control engine accessory power rating, or maneuvering engine retarder, driveline retarder or the use of the two.Change speed gear box control can comprise selects suitable transmitting ratio or control input shaft drg, and the suitable transmitting ratio of described selection comprises throws off current transmitting ratio and engage new target transmitting ratio.
Ratio changing has improved the fuel economy of vehicle and has improved driving performance efficiently.Under some exacting terms, when passing through the abrupt slope, require to change fast transmitting ratio and lose momentum and miss the gear shift scope on opportunity of finishing fully to prevent vehicle as heavy-duty vehicle.Under normal drive condition, the operator may must carry out the gear shift more than 15 times before reaching road running speed.In these were used, the low efficiency during transmitting ratio changes may be accumulated as the time of a large amount of wastes.Therefore, transmitting ratio variation or needed time of gear shift are finished in the hope minimizing.
The variation of representative type transmitting ratio comprises many steps.At first, the operator must be interrupted from driving engine through the moment of torsion transmission of change speed gear box to transmission system.This can finish by throwing off master clutch, and master clutch provides the friction between driving engine and the change speed gear box to connect.Can adjust actuator by operation response person, electronic control module or the two collaborative appropriate command signal that sends and control master clutch.Equally, also can use only to have and engage and simple (discrete (discrete) or " (dumb) that make mute ") actuator of disengaged condition.Alternatively, when reducing suddenly, throttle gate can " tap throttle (the instantaneous throttle forward of throttle dip then reduces throttle gate suddenly to obtain negative torque so that change-speed box is thrown off in the actuator side under the situation without power-transfer clutch) ".In case the moment of torsion transmission is interrupted, then current gear is thrown off, and change speed gear box is in neutral state.
During typical case's transmitting ratio changes next step comprises the select target transmitting ratio.According to current operating conditions, this may be the next available transmitting ratio according to order, perhaps skips many available transmitting ratios possibly.Before engaging the target gear, the change speed gear box input shaft should be with the speed rotation for current output shaft speed and target transmitting ratio basic synchronization.When master clutch engages,, can handle drive shaft speed by the control engine speed because driving engine and change speed gear box connect.May increase (for gear down) or reduce (for changing top grade) engine speed and realize synchronous speed.On the change speed gear box that has the input shaft drg, can be by throwing off master clutch and using input shaft drg (being also referred to as inertia brake or clutch brake) and reduce drive shaft speed.But the input shaft drg that has enough abilities to reduce the transmitting ratio transformation period has increased the cost and the complexity of transmission system, and the order that requires to move is accurately to realize satisfied operation, so many change speed gear boxs only utilize the simple pattern of this device.
For the change speed gear box of no input shaft drg, before decaying to synchronously naturally, engine speed can not reach synchronous speed when changing top grade.Along with the efficient of driving engine and change speed gear box becomes more and more higher, the minimizing of internal frictional losses causes the nature velocity decay rate obviously to reduce.It is corresponding elongated that this causes finishing the time that transmitting ratio changes.Therefore, when changing top grade, wish to increase driving engine and/or change speed gear box input shaft and slow down, to reach synchronous speed in the short period after current gear is thrown off.
When throwing off master clutch at transmitting ratio for a change, according to its inertia separately, engine speed may be with different speed decay with drive shaft speed.Therefore, wish that rate of decay according to current operating conditions Collaborative Control engine speed and drive shaft speed is to reduce the transmitting ratio transformation period.This can be by reducing engine speed, change speed gear box input shaft rotating speed or the two is realized.Equally, can when changing transmitting ratio, reduce the speed of any device that is connected on input shaft or the driving engine or parts to improve the transmitting ratio transformation period.Equally, also can utilize the power synchro, increase fuel feeding simultaneously to improve engine speed to reduce the transmitting ratio transformation period of gear down to improve drive shaft speed.
Being generally used for providing a kind of device of variable deceleration power to driving engine is engine retarder.Modal engine retarder can be or engine compression brake device or exhaust brake.These devices are known in the prior art and are provided on the heavy-duty vehicle usually.Can pass through with reference to United States Patent(USP) Nos. 4,933,850 and 5,042,327 understand the example of the automobile-used automation transmission system that utilizes engine retarder, and the specification sheets integral body of these patents is combined in here as a reference.
The engine compression brake device is normally manually operated, and it is by providing the variable deceleration power that hinders turn of engine the valve timing that changes a row, two rows or three exhaust casings.This produces in cylinder and hinders the compressive force that bent axle rotates.Exhaust brake is discharged operation in a similar manner by hindering air-flow from driving engine.Although exhaust brake is not too expensive, it does not provide the responsibility and the comformability of engine compression brake device.
Traditionally, engine retarder comes the foundation brakes of service vehicle by resistive torque is provided to transmission system when lower long slope.The M/C of engine retarder under this condition is still a kind of desirable selection.Recently, beginning M/C engine retarder is to reduce the time that changes transmitting ratio.For this purposes, because the startup of engine retarder and release timing mal, the M/C of engine retarder usually causes torque ripple bigger in the vehicle transmission system.This has reduced the driving of vehicle, and may produce adverse influence to the service life of power system part.And correct operation depends primarily on the technology and the experience of vehicle operators.
Drive line retarder can use separately or be used in combination with above-mentioned any speed reduction gearing.Drive line retarder is normally pneumatic, surge or Electromagnetically-operating, and with to transmission system, normally the axle drive shaft of rear drive vehicle or transmission shaft apply deceleration force.
Summary of the invention
Therefore, an object of the present invention is to provide a kind of be used for reducing at manual, S. A. and full-automatic speed change box finish the system and method for needed time of ratio changing.
Another object of the present invention provides a kind of system, and this system reduces the needed time of synchronous speed that reaches by the deceleration force that increase acts on the turn of engine.
Another object of the present invention provides a kind of system, the control of this system coordination motor reduction unit and change speed gear box and/or transmission system speed reduction gearing and clutch actuator, with reduce manually, the transmitting ratio transformation period of S. A. and full-automatic speed change box.
For realizing above-mentioned purpose of the present invention and other purpose and feature, provide a kind of control system that is used to reduce mechanical gear box system transmitting ratio transformation period.This system comprises a driving engine, and main friction clutch makes this driving engine connect with the mechanical gear shift change speed gear box selectively.Main friction clutch actuator response command signal engages selectively and throws off main friction clutch.System also comprises an ECU (Electrical Control Unit), and this ECU (Electrical Control Unit) is used to receive a plurality of incoming signals to determine the neutral state of change speed gear box, determines engine speed, output shaft speed in addition and also can determine drive shaft speed as selecting.ECU (Electrical Control Unit) produces the command signal be used to control driving engine, change speed gear box, clutch actuator and relevant annex.Change speed gear box comprises many transmitting ratio combinations and a neutral state, and it can be chosen in and be bonded between change speed gear box input shaft and the output shaft of gear-box.Control system can utilize sensor to detect neutral state, before neutral state appears at after the current transmitting ratio disengagement and the target transmitting ratio of change speed gear box comes into force.Alternatively, can determine neutral state according to change speed gear box input speed and output speed.System also comprises and is used to respond the device that applies deceleration torque from the order of ECU (Electrical Control Unit).Can apply deceleration torque by one or two that control in the speed reduction gearing that master clutch at least starts pusher side and master clutch gear-box side, to accelerate deceleration and to reduce the transmitting ratio transformation period, deceleration torque affacts target velocity, and target velocity is based on synchronous speed that the target transmitting ratio comes into force.
The method that is used in combination with this system and similar system also is provided, system comprises the driving engine that connects with the mechanical gear shift change speed gear box by main friction clutch, described change speed gear box has many transmitting ratio combinations and a neutral state, selectively is bonded between change speed gear box input shaft and the output shaft of gear-box.This method comprises and receives many incoming signals to determine current running state and to produce command signal to control in driving engine side at least and/or the gear-box side speed reduction gearing.This method comprise detection after current transmitting ratio is thrown off and the target transmitting ratio come into force before the neutral state of appearance, and throw off and engine speed produces signal when being higher than target velocity and starts one or more speed reduction gearings automatically at main friction clutch, to accelerate engine retard and to reduce the transmitting ratio transformation period.
From below in conjunction with accompanying drawing to the detailed description that realizes the best approach of the present invention, those skilled in the art can easily understand above-mentioned purpose of the present invention and other purpose, feature and advantage.
Accompanying drawing is briefly described
Figure 1 shows that the schematic presentation according to dynamical system of the present invention, this dynamical system comprises a mechanical gear box, start pusher side (upstream) speed reduction gearing and gear-box side (downstream) speed reduction gearing;
The auxiliary typical case of no speed reduction gearing that Fig. 2 a is depicted as the main friction clutch disengagement changes high-grade diagram displaying;
Fig. 2 b is depicted as the auxiliary diagram displaying of changing top grade according to the present invention, the operation of starting pusher side and gear-box side speed reduction gearing when it has represented the main friction clutch disengagement;
Fig. 2 c is depicted as the auxiliary diagram displaying of changing top grade according to the present invention, the operation of starting pusher side and gear-box side speed reduction gearing when it has represented the main friction clutch joint;
Figure 3 shows that according to diagram of circuit of the present invention it has represented to utilize speed reduction gearing to reduce the method for transmitting ratio transformation period.
The specific embodiment
Fig. 1 has schematically shown power train in vehicle application system, and is whole with reference number 10 expressions.This system comprises combustion engine 12, and combustion engine 12 connects with the input shaft 14 of multi-speed gear box 16 selectively by main friction clutch 18.Driving engine 12 can be any in many pattern combustion engines, comprises combustion ignition and spark ignition engine.Main friction clutch 18 comprises driving link 20 and driven member 24, and on the bent axle 22 of wherein said driving link 20 attached to driving engine 12, described driven member 24 is attached on the input shaft 14.As employed in the whole description of this invention, term engine side or upstream refer to the device or the parts in driving link 20 left sides as shown in fig. 1.Equally, gear-box side or downstream unit or parts refer to the device or the parts on driven member 24 right sides as shown in fig. 1.When main friction clutch 18 engaged, all torsion torque of driving engine 12 supplies all was delivered to change speed gear box 16 by driving link 20 and driven member 24 basically.
The output shaft 26 of change speed gear box 16 is fit to engage with suitable power system part (not clearly expression), as diff, axle drive shaft, part-time case or analogue.Dynamical system 10 also can comprise H Exch 28, and as traditional radiator, automatically controlled cooling fan 30 and one or more pusher side speed reduction gearing that starts are as engine retarder 32.Selectively producing starts other parts of pusher side deceleration force can comprise the Hydraulic Pump that is used for power steering or other oily handling device, the air-conditioning compressor that is used for the operator's compartment climatic control, be used to supply the alternating current generator of electric power, be used for providing the air compressor 34 and the pressurized air hold tank 36 of power to pneumatics or system, described system can comprise one or more gear-box side speed reduction gearings, as change speed gear box input shaft drg 38.
Dynamical system 10 comprises many sensors and actuator, to realize as ECU (Electrical Control Unit) (ECU) 40 determined controls to system.Various sensors provide ECU40 the information of the current operating conditions of expression by input media 42.ECU40 utilizes this information to produce command signal when processing is stored in predetermined instruction collection in the computer-readable storage medium.The computer-readable storage medium can pass through any realization in the known many devices of this technical field, including, but not limited to RAM, and ROM, PROM, EPROM, EEPROM, etc.Command signal passes to various actuators by output unit 44.
Some typical sensors of communicating by letter with ECU40 comprises the crankshaft sensor 46 that is used to indicate engine speed (ES), be used to indicate the input speed sensor 48 of change speed gear box input speed (IS), be used to indicate the output shaft sensor 50 of change speed gear box output speed (OS).Other sensor comprises the throttle position sensor 52 that is used in reference to the position that shows throttle control 54, indication is used to enable the drg of state of the foundation brakes pedal 56 of vehicle's service and enables sensor 58, is used to select the gear selector marker 60 of reverse gear (R), neutral gear (N) or the D Drive (D) of change speed gear box 16.In some applications, provide other gear selector to change top grade or gear down requirement with indication.As described below, can provide manual engine retarder finder 62 to allow under some operating conditions, manually controlling engine retarder.
Dynamical system 10 also comprises many actuators of communicating by letter with ECU40.The order that actuator receives from ECU40 by output unit 44.Advantageously, use standard communication link for actuator and sensor, as SAEJ1922 or SAE J1939.Actuator also can provide feedback to realize closed loop control system to ECU40 by input media 42.The representative type actuator comprises the fuel controller 70 that is used to adjust the amount of fuel that is fed to driving engine 12, is used to engage and throw off the clutch actuator 72 of main friction clutch 18.Clutch actuator 72 can comprise that position feedback transducer is to adjust the joint and the disengagement of driving link 20 and driven member 24.Alternatively, clutch actuator 72 can be simple or " making mute " actuator, and its response is from command signal or joint or the disengagement of ECU40.Order from ECU40 also can be delivered to actuator by other controller.For example, fuel controller 70 can be responsible for answering that ECU40's require start the engine drg 32.Gearbox control 74 work change change speed gear box 16 transmitting ratio to reach the gear of selection.Gearbox control 74 also provides the current joint gear of indication change speed gear box 16 or the signal of neutral state.
Under situation without departing from the spirit and scope of the present invention, can utilize any amount of known sensor pattern to provide information about current operating conditions to ECU40.Similarly, can utilize known electricity, liquid, gas and combination actuator to realize the present invention.By reference United States Patent(USP) Nos. 4,959,986; 4,576,065 and 4,445,393 come the transmission system control and the actuator of the above-mentioned pattern of detail knowledge, and the specification sheets integral body of these patents is combined in here as a reference.
By being easy to understand better operation of the present invention with reference to figure 2a to 2c, these figure are three different graphic representations of changing the various component speed in the high-grade process.
Fig. 2 a be the dynamical system 10 of Fig. 1 finish change high-grade graphic representation, wherein main friction clutch 18 is thrown off and is not used deceleration force.Change top grade and start from t constantly a, this moment, current gear was thrown off, and made change speed gear box 16 be in neutral state, as passing through gearbox control 74 or indicated by comparing change speed gear box input and output speed.Still at moment t a, fuel controller 70 reduces fuel feeding to driving engine to idling.Because main friction clutch 18 is thrown off, so input shaft 14 is thrown off with bent axle 22.As noted, input speed (IS) and engine speed (ES) descend with the speed corresponding to its related rotation inertia separately, and the common ratio engine speed of input speed descends sooner.Input speed drops to up to reaching target velocity (preferably basic synchronization), at moment t bChange speed gear box is changed to the gear of selection from neutral gear.Work as IS=OS*GR TThe time reach synchronous speed, wherein GR TIt is the target transmitting ratio.At moment t cClutch actuator begins to engage master clutch, at moment t dJoint is finished, and makes engine speed, input speed and output speed identical (shown in hypothetical target transmitting ratio be 1.00).As at moment t cShown in, change top grade and finish, along with fuel controller 70 recovers to begin to increase to the fuel feeding output speed of driving engine 12.
The graphic representation of changing top grade when Fig. 2 b is the master clutch disengagement.The independent control that the figure shows the gear-box side speed reduction gearing when master clutch is thrown off and started the pusher side speed reduction gearing.Change top grade and start from t constantly a, this moment, clutch actuator was thrown off master clutch.Because its corresponding component no longer connects, so drive shaft speed descends with different speed with engine speed.At moment t bStart the pusher side speed reduction gearing to start.This is increased to the second speed rate of attenuation to the velocity decay rate effectively.At moment t cStart the gear-box side speed reduction gearing, this has increased the velocity decay rate of change speed gear box input shaft.Because starting the control of pusher side and gear-box side speed reduction gearing is independently, so according to the practical operation situation of vehicle, they in fact can any sequence starting.For example, in case master clutch is thrown off, the one or more speed reduction gearings in downstream can be before the one or more speed reduction gearings in upstream, start simultaneously or afterwards.Drive shaft speed reaches target velocity, and is preferably synchronous, and the target gear is at moment t dEngage.At moment t eClutch actuator engages master clutch.At moment t fRecovery is changed top grade and is finished to the fuel feeding of driving engine.
Fig. 2 c is the graphic representation of changing top grade that dynamical system 10 is finished, wherein main friction clutch 18 engages, with at least one automatically controlled gear-box side speed reduction gearing, be used in combination at least one automatically controlled as coarst brake 38 and started the pusher side speed reduction gearing, simultaneously as engine retarder 32.At moment t a, current gear is thrown off, and driving engine 12 reduces fuel feeding to idling, and ES begins to descend with its natural velocity decay rate.When at moment t bWhen indicating neutral state, ECU40 produces command signal to start the upstream speed reduction gearing, as engine retarder 32.Start the pusher side speed reduction gearing to work to increase the velocity decay rate of ES according to first coefficient or quantity.At moment t cDownstream or gear-box side speed reduction gearing start automatically with the rate of attenuation that further gathers way, and make at moment t dCan reach synchronous speed.At moment t dGearbox control 74 responses engage the target gear from the command signal of ECU40.Along with fuel controller 70 responds the fuel oil of increasing supply from the order of ECU40, at moment t eDriving engine 12 recovers power, changes top grade thereby finish.Certainly, the change speed gear box gear is thrown off and joint can be under the control of vehicle operators all the time, and this is also included within the scope of the present invention.Under the situation that manually the control gear engages, at moment t dFuel controller 70 will work and use ES and IS to remain on synchronous speed, indicate target gear manual engagement up to gearbox control 74.
As shown in fig. 1, engine retarder 32 is communicated by letter with engine retarder finder 62, and this finder 62 is used for M/C engine retarder 32 when lower long slope.Usually, engine retarder starts when ES is higher than idling and throttle control and discharges fully.The retardation level that provides when allowing chaufeur to select to change top grade also can be provided engine retarder finder 62, makes to start zero-emission, a row, two row or three exhaust casings after receiving the signal of ECU40.Engine retarder starts only also can be limited in when carrying out and just takes place when many transmitting ratios change top grade, or only just takes place when high-grade needed engine speed rate of attenuation surpasses given threshold value when changing of allowing.
As previously described, engine retarder can be or compression brake or exhaust brake.Except traditional engine retarder, the various engine accessory power ratings of may command of the present invention apply the form of starting the pusher side deceleration force with change.By selectively being switched on or switched off annex, as cooling fan 30, air compressor 34 or other device (not shown), as Hydraulic Pump, air-conditioning compressor or alternating current generator, can increase or reduce the load of using on driving engine respectively, thereby change the engine speed rate of attenuation.As previously described, the gear-box side speed reduction gearing is preferably also controlled by ECU40 as input shaft drg 38, and starts when master clutch engages or throws off so that deceleration force to be provided, to increase the velocity decay rate of driving engine 12.Showed as mentioned above with among the figure, allow their to use separately or use to starting pusher side and gear-box side speed reduction gearing to carry out independence control, providing variable deceleration power according to specific system operation condition with any array mode.
Because exchange the various speed reduction gearings of high-grade needed full time mutually, need the plenty of time to react as engine compression brake device or coarst brake, so can before detecting neutral state, start these devices.The details of the reaction time of the accurate specific speed reduction gearing that depends on use run up time and the strategy that is used to guarantee that current gear is thrown off.This strategy is specially adapted to speed reduction gearing and starts the driving engine that the idling fuel feeding is recovered in the back.Recover the idling fuel feeding and realize the throttledip function, it makes by the moment of torsion transmission of change speed gear box and interrupts to allow current gear to throw off.
Also to consider the reaction time when stopping speed reduction gearing determining when.When ES is in lock-in range, when promptly being near the synchronous speed in the 40RPM scope, the present invention carves in due course and disconnects speed reduction gearing to use nature engine speed rate of attenuation in advance.
If the target velocity of IS is lower than reference value, as the high 200RPM of ratio engine idling, must adopt the alternative synchronization method, as throwing off master clutch and starting the input shaft drg.A kind of occasion that this situation occurs is to finish the original place gear shift, because OS is zero, so synchronous speed is lower than the engine idle reference velocity.
The present invention also gets ready to adapt to the different operating condition for various cas fortuits.If among the embodiment that when changing top grade, finishes normally at clutch engagement, speed reduction gearing engaged (because different response times) before its predetermined joint, then clutch controller 72 can be thrown off main friction clutch 18 when current gear is being thrown off, and makes gear shift to carry out acceptably.If do not finish synchronously, then other alternative control sequence is sent by ECU40.For example, can increase and apply deceleration force by being used in combination the conventional engines drg that the band engine accessory power rating loads and starting input shaft drg 38.
Usually, the input shaft drg is used to make the change speed gear box input shaft to slow down when main friction clutch is thrown off.Therefore, traditional input shaft drg is designed to make limited rotator inertia to slow down.Therefore, according to one embodiment of present invention, when engaging, master clutch utilize the bright drg 38 of input may need the input shaft drg of top load amount.This allows input shaft drg 38 can adapt to the rotator inertia that driving engine 12, bent axle 22 and main friction clutch 18 produce, and makes and also can use input shaft drg 38 when main friction clutch 18 engages.
Fig. 3 is expression is used to reduce the method for transmitting ratio transformation period according to the present invention a diagram of circuit.Those skilled in the art will recognize that this method only is for convenience with the traditional order flowcharting.As noted, order shown in is for realizing the features and advantages of the present invention not necessarily.Under situation without departing from the spirit and scope of the present invention, can different order or implement various steps simultaneously.Equally, can implement various steps by hardware, software or combination thereof.In step 80, ECU receives from the various sensors of system and the information of actuator, and obtains ES, IS, the value of OS and the limit of Jake brake.If the operator requires to change top grade, or ECU need change top grade, and then step 82 is proceeded Original Design Manufacture step 84.Otherwise program turns back to step 80.
Shown in the step 84 of Fig. 3, clutch actuator is controlled.As mentioned above, clutch actuator can be " the mute actuator " that only engages or throw off master clutch, or adjusts " intelligence " actuator that engages and throw off.Equally, according to a particular embodiment of the invention, the clutch actuator control shown in square frame 84 can comprise makes master clutch keep engaging.
The current gear of square frame 86 expressions is thrown off and the select target gear.In case current gear is thrown off, change speed gear box just is in neutral state.As determined,, just shown in square frame 90, test to determine whether engine speed is in the lock-in range if ES surpasses the idling reference value by step 88.Otherwise, if ES is lower than idle speed, just starting alternative control strategy by step 102, it comprises aforesaid cas fortuit.Be not in lock-in range if know speed, then shown in square frame 96, select suitable speed reduction gearing.Shown in square frame 98, start pusher side speed reduction gearing and/or gear-box side speed reduction gearing that independent control is selected apply deceleration torque, to accelerate the velocity decay rate of associated components.For example, this step or comprise the start the engine compression brake, start the input shaft drg, increase the combination of engine accessory power rating load or the whole bag of tricks as previously described.
Still with reference to figure 3, the make rate between step 100 check ES and synchronous speed.If make rate meets current operating conditions, then program is proceeded to step 88.Otherwise, take alternative control strategy in step 102.In case determined as step 90, reach lock-in range, then remove deceleration torque and engage the target gear and change top grade to finish in step 94 in step 92.
Although constitute the preferred embodiment of this invention shown in should be understood that here certainly with the invention form of describing, it is not a whole possible form of attempting to describe this invention.It is also to be understood that employed speech is descriptive, rather than restrictive, under the situation that does not depart from the spirit and scope of the present invention described in following claim, can carry out various variations.

Claims (19)

1. one kind is used for reducing the time method that mechanical power system (10) changes transmitting ratio, described dynamical system (10) comprises driving engine (12), driving engine (12) selectively connects with mechanical gear shift change speed gear box (16) by main friction clutch (C), change speed gear box (16) has a plurality of transmitting ratio combinations and a neutral state, and can be bonded on selectively between change speed gear box input shaft (14) and the output shaft of gear-box (26), this system also comprises an ECU (Electrical Control Unit) (40), this ECU (Electrical Control Unit) is used to receive a plurality of incoming signals (42) to determine current operation status and to produce command signal (44), this system comprises that also at least one speed reduction gearing that is positioned at the main friction clutch upstream and at least one are positioned at the speed reduction gearing (38) in main friction clutch (C) downstream, described speed reduction gearing (38) is communicated by letter with ECU (Electrical Control Unit), and this method comprises:
Detect neutral state (88,90,92), neutral state appear at current transmitting ratio throw off after and before the target transmitting ratio engages;
Produce signal (96,98) with when engine speed surpasses target velocity, at least one upstream speed reduction gearing (32,34) of independent startup and at least one downstream speed reduction gearing (38) are to accelerate engine retard and to reduce the transmitting ratio transformation period.
2. according to the method described in the claim 1, it is characterized in that, described at least one upstream speed reduction gearing comprises the engine retarder (32) that can be operated selectively by ECU (Electrical Control Unit) (40), described at least one downstream speed reduction gearing comprises coarst brake (38), the step that produces signal (96,98) comprises that producing signal reduces the transmitting ratio transformation period in order to the start the engine drg with coarst brake.
3. according to the method described in the claim 1, it is characterized in that, a plurality of incoming signals (42) are indicated change speed gear box input speed and change speed gear box output speed at least, and its feature is that also the step that detects neutral state comprises according to input speed and output speed determines neutral state (80).
4. according to the method described in the claim 1, it is characterized in that, a plurality of incoming signals (42) indication engine speed, this method also comprises:
Monitor engine speed is near the make rate of synchronous speed;
Application (98) according to make rate described at least one upstream speed reduction gearing of control and described at least one downstream speed reduction gearing.
5. according to the method described in the claim 1, it is characterized in that, system (10) comprises the clutch actuator (72) of communicating by letter with ECU (Electrical Control Unit) (40), and this method comprises that also control clutch actuator (72) is to throw off main friction clutch (C) before throwing off current transmitting ratio.
6. according to the method described in the claim 1, it is characterized in that the step that produces signal comprises first signal that produces control upstream speed reduction gearing (32,34) and the secondary signal of controlling downstream speed reduction gearing (38), its feature is that also first and second signals are almost produced simultaneously.
7. according to the method described in the claim 1, it is characterized in that the step that produces signal comprises first signal that produces control upstream speed reduction gearing (32,34) and the secondary signal of controlling downstream speed reduction gearing (38), its feature is that also first and second signals are that order produces.
8. according to the method described in the claim 1, it is characterized in that, system comprises the clutch actuator (72) of communicating by letter with ECU (Electrical Control Unit) (40), and this method also is included in the transmitting ratio change procedure control clutch actuator (72) makes main friction clutch (C) keep engaging.
9. according to the method described in the claim 1, it is characterized in that target velocity is a synchronous speed.
10. one kind is used for reducing the system that mechanical power system changes the time of transmitting ratio, described dynamical system comprises driving engine (12), the pusher side that starts that this driving engine is positioned at main friction clutch (C) also can connect with the mechanical gear shift change speed gear box (16) of the gear-box side that is positioned at main friction clutch (C) by main friction clutch (C), this change speed gear box has a plurality of transmitting ratio combinations and a neutral state, can be bonded between change speed gear box input shaft (14) and the output shaft of gear-box (26) selectively, this system comprises:
At least one gear-box side speed reduction gearing (38), this device are used for response command signal provides deceleration torque at least one rotatable parts (14) in the gear-box side of main friction clutch (C);
At least one starts pusher side speed reduction gearing (32,34), and this device is used for response command signal provides deceleration torque to the driving engine side component of at least one main friction clutch (C);
One actuator (72), it is used for joint and disengagement that response command signal is controlled main friction clutch (C) selectively;
One ECU (Electrical Control Unit) (40), it is communicated by letter with actuator with starting pusher side speed reduction gearing, gear-box side speed reduction gearing, be used to receive the incoming signal of a plurality of indication current operation status, detect neutral state, and when engine speed surpasses target velocity, produce command signal and independently control at least one gear-box side speed reduction gearing and start the startup of pusher side speed reduction gearing with at least one, with the quickening engine retard and reduce the transmitting ratio transformation period.
11. according to the system described in the claim 10, it is characterized in that, described at least one start the pusher side speed reduction gearing to comprise engine retarder (32), it is communicated by letter with ECU (Electrical Control Unit) (40) so that other deceleration torque to be provided to driving engine, it is characterized in that, when main friction clutch engage and engine speed when surpassing target velocity ECU (Electrical Control Unit) produce signal with the start the engine drg, to reduce the transmitting ratio transformation period.
12. the system according to described in the claim 10 also comprises:
One sensor (74) of communicating by letter with ECU (Electrical Control Unit) (40), this sensor are used to produce the signal of indication neutral state, neutral state appear at current transmitting ratio throw off after and before the target transmitting ratio engages.
13. computer-readable storage medium, wherein storing has the data of representing the executable instruction of computing machine to reduce the transmitting ratio transformation period in the mechanical power system (10), described dynamical system (10) comprises driving engine (12), driving engine connects with mechanical gear shift change speed gear box (16) selectively by main friction clutch (C), this change speed gear box has a plurality of transmitting ratio combinations and a neutral state, can be bonded on selectively between change speed gear box input shaft (14) and the output shaft of gear-box (26), this system also comprises and is used to receive a plurality of incoming signals to determine current operation status and to produce the ECU (Electrical Control Unit) (40) of command signal, system comprises that also speed reduction gearing (32) that at least one is positioned at main friction clutch (C) upstream and at least one are positioned at the speed reduction gearing (38) in main friction clutch (C) downstream, speed reduction gearing is communicated by letter with ECU (Electrical Control Unit) (40), and the computer-readable storage medium comprises:
Be used to detect the instruction of neutral state, neutral state appear at current transmitting ratio throw off after and before the target transmitting ratio engages;
Be used to produce the instruction of signal, with described at least one the upstream speed reduction gearing of independent startup and described at least one downstream speed reduction gearing when engine speed surpasses target velocity, to accelerate engine retard and to reduce the transmitting ratio transformation period.
14. according to the computer-readable storage medium described in the claim 13, it is characterized in that, described at least one upstream speed reduction gearing comprises the engine retarder (32) that can be operated selectively by ECU (Electrical Control Unit), its feature also is, described at least one downstream speed reduction gearing comprises coarst brake, and the computer-readable storage medium also comprises and is used to produce signal comes together to reduce the transmitting ratio transformation period with start the engine drg and coarst brake instruction.
15. according to the computer-readable storage medium described in the claim 13, it is characterized in that, a plurality of incoming signals (42) are indicated change speed gear box input speed (IS) and change speed gear box output speed (OS) at least, and the computer-readable storage medium also comprises the instruction that is used for determining according to input speed and output speed neutral state.
16. also comprise according to the computer-readable storage medium described in the claim 13:
Be used for the instruction of monitor engine speed near the make rate of synchronous speed;
Be used for instruction according to the startup of make rate described at least one upstream speed reduction gearing of control and described at least one downstream speed reduction gearing.
17., also comprise being used for control clutch actuator (72) was thrown off main friction clutch (C) before current gear is thrown off instruction according to the computer-readable storage medium described in the claim 13.
18. according to the computer-readable storage medium described in the claim 13, it is characterized in that the instruction that is used to produce signal comprises the instruction of first signal that is used for producing control upstream speed reduction gearing (32) and is used for producing simultaneously the instruction of the secondary signal of control downstream speed reduction gearing (38).
19. according to the computer-readable storage medium described in the claim 13, it is characterized in that the instruction that is used to produce signal comprises the instruction of first signal that is used for producing control upstream speed reduction gearing (32) and is used for the instruction that order produces the secondary signal of control downstream speed reduction gearing (38).
CNB991243323A 1998-11-13 1999-11-15 Independent control of gearbox side and engine side reduction device when changing transmission ratio Expired - Fee Related CN1153694C (en)

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US191683 1994-02-04
US09/191,683 US6223592B1 (en) 1998-11-13 1998-11-13 Independent control of transmission-side and engine-side retarding devices during ratio changes
US191,683 1998-11-13

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